Microsoft word SG lift openloop EN 0 3 1

Microsoft Word SG Lift OpenLoop EN 0 3 1 Starting guide FRENIC Lift Specific guide to set up asynchronous motor in open loop control mode 3 ph 400 V 4 0 kW – 30 kW 3 ph 200 V 5 5 kW – 22 kW EN0 3 1 2[.]

Starting guide

FRENIC Lift

Specific guide to set up asynchronous motor in open loop control mode

3 ph 400 V 4.0 kW – 30 kW

3 ph 200 V 5.5 kW – 22 kW

EN0.3.1

Version Changes applied Date Written Checked Approved

0.0.2 Draft 2

Chapter 4 is added

Chapter 5 is added

Figures 3.2, 3.3 and 6.1 are modified

Figure 3.4 is added

Some small text corrections

Inverters software version is added in

chapter 0

12.03.2009 J.Alonso J Català

0.1.0 Text corrections

Units of P09 and P10 corrected

Keypad reference corrected

03.04.2009 J.Alonso J Català D.Bedford

0.2.0 Product range updated

Auto tuning 3 is included

Formula to calculate slip is added

UK, Italy and France are added as a branches

Small text corrections

0.3.0 Method 1 description is changed

Contents

2 Auto tuning procedure 5

3 Slip compensation gains set up 5

3.3 Additional settings 8

4 How to check if the lift is correctly balanced 9

5 Recommended inverters setting 9

6 Quick guide to solve problems 10

6.1 Problems at starting 11

6.2 Problems during travelling 11

6.3 Problems at stopping 12

0 About this manual

This manual tries to explain clearly how to adjust a lift driven by an open loop induction motor Most important parameters and functions are described

For additional information, or general information of FRENIC-Lift, please refer to the following

documents:

- FRENIC-Lift Starting guide

- FRENIC-Lift Reference Manual

- FRENIC-Lift Instruction Manual

This starting guide is based on 1300 and 1301 firmware version For other software

versions, please contact with Fuji Electric technical department

1 Motor parameters

In this chapter most important motor data are described This motor data must be set on the inverter properly in order to perform a correct torque vector control and auto tuning With the correct torque vector control and auto tuning we will be able to get the best performance from the motor in terms of comfort and landing accuracy (stop position not dependant on the load)

The minimum information that we need from motor plate is the following:

Parameters must be set in this order Otherwise some values could change automatically

In some motors this information is not given directly, here you have some helpful information:

• F03 (Maximum speed of the motor)

The unit of this parameter is always rpm This information is always given in the motor name plate

• F04 (Base speed of the motor)

The units of this parameter depends on the value of parameter C21 (0: rpm, 1: m/min, 2: Hz) You can get base speed of the motor from the followings formulas depending on the case

When C21=0

P

F

F = 120 ⋅ base

04

When C21=1

P

F F

L

⋅

03

31 04

When C21=2

base F

F 04 =

P01 Number of motor poles

P03 Motor rated current In A F03 Maximum speed Rated speed of the motor (in rpm) F04 Rated speed Base speed/frequency of the motor (units depends on C21) F05 Rated voltage Rated voltage of the motor (in V)

Where:

F base= Base frequency of the motor (from nameplate) in Hz

P= Number of motor poles

L31= Lift rated speed in m/min

• P02 (Motor capacity)

This parameter must be set in kW If motor plate does not have this information in kW you can use the following formulas in order to obtain the correct value for the inverter:

kW = 0,745 · HP

kW = 0,735 · CV

2 Auto tuning procedure

It is recommended to perform auto tuning procedure before driving the motor With this procedure we

can get important information from the motor There are two different methods of auto tuning and,

depending on which one we choose, we can get different motor information:

The goal of both auto tuning methods is that both are static This means that the motor will not turn

during auto tuning; therefore there is no need to remove the load from the motor (the motor brake

remains closed) It is highly recommended to perform auto tuning mode 3 (P04=3), because with this

method we can get more information about the motor

In order to perform an auto tuning please follow this procedure:

• Set motor parameters (refer to chapter 1)

• Enable inverter (activate EN control input)

• Set P04=3

• Push button on the inverter keypad (TP-G1-ELS)

• Give run command to the inverter

If the inverter is in LOCAL mode by means of buttons If the inverter is in REMOTE mode by means of controller signals (In case of REMOTE mode, controller must keep the signals FWD or REV until the auto tuning has finished)

After that, the inverter will close the main contactors (in case that the inverter has the control) and some noise coming from the motor could be heard If auto tuning 1 is performed the tuning procedure will take around 15 seconds (we can hear 3 times a noise coming from the motor); if auto tuning 3 is performed

the tuning procedure will take around 20 seconds (we can hear 4 times a noise coming from the motor) After that, auto tuning is finished

In case that inverter trips with error Er7 please check motor parameters and auto tuning procedure, if

error persists (in case of auto tuning 3), change from auto tuning 3 to 1

3 Setting up of slip compensation gains

The rated slip function (P12, in Hz) defines the value of the slip frequency of the motor It is the key function for good slip compensation by the inverter This means that this function is very important in

open loop control of induction motors especially for a good landing accuracy; it will ensure that the rotating frequency of the motor is the same regardless of the load condition of the motor

The value of slip measured by the inverter during auto tuning 3 is correct

P04=1

AUTO TUNING mode 3

P04=3

In some installations, due the behavior of the motor or the mechanical installation, is possible that we have to adjust the value of slip in braking mode (motor braking the load) or in driving mode (motor

driving the load) It is easy to see because the cabin (the lift) stopping position (in the same floor) is different depending on the load conditions of the lift For this purpose the inverter has the following

parameters:

- P09: Slip compensation driving gain (%)

- P10: Slip compensation braking gain (%)

The best way to know when the inverter is working in driving or braking mode is to check torque

generated by the inverter This is possible to check in the menu 3.OPERATION MONITOR in the 2nd screen, as is shown in figure 3.1

When TRQ (percentage) applied is positive, the inverter is driving the motor load, when TRQ applied is negative the inverter is braking the motor load

Figure 3.1 Reference torque in inverters keypad (TP-G1-ELS)

Theoretically the torque generated by the motor should be as is shown in the diagram of figure 3.2 The torque is generated depending on the motor load and the direction of the cabin

Figure 3.2 Theoretical torque generated by the motor

Because a lot of times the lift is not perfectly balanced, and/or the mechanical system or the motor (due

to gearbox and shaft efficiency) has some losses the real diagram is the one shown in figure 3.3

Figure 3.3 Torque generated by the motor in a real lift

In the case that the torque never achieves big negative values (not less than 10%) there is no need to

set up the braking gain (P10), because there is no real braking condition In this case it is only important

to set driving gain (P09)

Frequency applied by the inverter is dependant of the slip and the torque Where F out 1 is Reference

speed (final) The formula that relates these values is following:

F out 2=F out 1+P12·TRQ

We propose 2 methods in order to set up slip compensation gains In both cases, please check before

balance condition (refer to Chapter 4) and the mechanical efficiency of the lift (if there is braking

condition)

3.1 Method 1

The aim of this test is to achieve the same stopping position in both cases, cabin with half load (no slip influences) and empty (maximum slip influences) If we can achieve repeatability of stopping, no

dependant of the cabin load, we only have to reduce (or increase) inverter ramps or move lift magnets

(or flags, etc.) in order to stop at floor level

In this method we will compare the landing position when the cabin is half loaded and when the cabin is empty Therefore, for this method half load of the cabin is needed When we have half load inside the

cabin we should have a balanced condition; in this case the slip influences should be almost zero

Choose one floor and wait out of the cabin Put half load in the cabin First call the lift to come to the

floor where you are measuring in down direction (coming from an upper floor) and measure (note) the

distance where the lift has stopped (from the floor level)

Figure 3.4 Cabin positioning at floor level

If the cabin is above the floor level, the distance is positive (Ex +4mm); if the cabin is below the floor

level, the distance is negative (Ex -13mm) Repeat the test (still with half load) calling the lift to come to the floor where you are waiting in up direction (coming from a lower floor) and measure (note) the

distance where the lift has stopped (from the floor level)

Remove now the cabin load (empty cabin) and measure the stopping position when the cabin is going

down (coming from upper floor) Doing so, we are checking the slip in driving condition Compare the

position with the one measured with half load:

- If the cabin landing position is higher without load than with half load it means that the slip is not enough We need to give more slip when the cabin is empty (with more slip the lift will go faster than without load in driving condition); in this case increase P09 (slip compensation

driving gain) by 10% and measure again

- If the cabin landing position is higher with half load than without load it means that the slip is too much We need to give less slip when the cabin is empty (with less slip the lift will go

slower without load in driving condition); in this case decrease P09 (slip compensation

driving gain) by 10% and measure again

- If the cabin landing position is the same with half load and without load, there is no need to change slip compensation driving gains Slip frequency is correctly adjusted in driving

condition

Measure the stopping position when the cabin is going up (coming from a lower floor) Doing so, we are checking the slip in braking condition Compare the position with the one measured with half load:

- If the cabin landing position is higher without load than with half load it means that the slip is not enough We need to give more slip when the cabin is empty (with more slip the lift will go slower without load in braking condition); in this case increase P10 (slip compensation

braking gain) by 10% and measure again

- If the cabin landing position is higher with half load than without load it means that the slip is too much We need to give less slip when the cabin is empty (with less slip the lift will go faster without load in braking condition); in this case decrease P10 (slip compensation

braking gain) by 10% and measure again

- If the stop distance is the same with half load and without load, there is no need to change slip compensation braking gains Slip frequency is correctly adjusted in braking condition

3.2 Method 2

The aim of this test is to reduce the differences between theoretical speed (low speed, for example 120 rpm) and measured speed After that we can check the stopping position with different loads If we

achieve repeatability of stopping, no dependant of the cabin load, we only have to reduce (or increase) inverter ramps or move lift magnets (or flags, etc.) in order to stop at floor level

For this method a tachometer is needed At low speed the slip compensation is more critical in torque vector control For that reason we recommend to measure the speed of the motor at very low speed, because we can observe better the effect of the slip compensation For this test we can move the lift in inspection mode at very low speed (lower than the speed used normally in inspection mode)

We have to move the lift in maintenance mode with empty cabin in UP direction and in DOWN direction For a 4 Hz of maintenance speed, speed measured in the motor shaft by means of a tachometer, has to

be 120 rpm If the measured speed is not the expected we should proceed as is explained below:

- If speed measured in DOWN direction is smaller than 120 rpm, slip is not enough; in that case increase P09 (slip compensation driving gain) by 10% and measure again

- If speed measured in DOWN direction is higher than 120 rpm, slip is too much; in that case decrease P09 (slip compensation driving gain) by 10% and measure again

- If speed measured in UP direction is smaller than 120 rpm, slip is too much; in that case decrease P10 (slip compensation braking gain) by 10% and measure again

- If speed measured in UP direction is higher than 120 rpm, slip is not enough; in that case increase P10 (slip compensation braking gain) by 10% and measure again

3.3 Additional settings

In case that due to motor’s behavior auto tuning 3 cannot be finalized (inverter trips error Er7) is

recommended to perform auto tuning mode 1 In that case no-load current and slip has to be adjusted manually

The motor no-load current (parameter P06) defines the value of the current of the motor when no load is applied to the motor (magnetizing current) No-load current range normally is from 30 % up to 70 % of motor rated current (P03) To calculate it, following formula can be used:

( )2 2

F05 1.47

1000 P02 P03

⎠

⎞

⎜

⎝

⎛

⋅

⋅

−

=

Too low values of P06 will make that the motor does not have enough torque Too high values will make that the motor vibrates (the vibration in the motor may be transmitted to the cabin)

To set function P12 manually it can be calculated by following formula:

120

_ )) ( _ )

( _ (

4 How to check if the lift is correctly balanced

To achieve a good performance a correctly balanced lift is needed The formula that gives us the load of the counterweight is the following (for a lift balanced with half load):

2

) ( )

( )

( kg Cabin kg Cabin kg ght

weight +

=

Normally we don’t have a mechanical data, so an empiric way to check if the lift is balanced is:

- To put half load inside the cabin

- To move the lift around the half of the shaft

- To check Iout in inverters keypad (Menu 3 DRIVE MONITORING in the 1st screen) going up and down, for example moving the lift in maintenance speed

Figure 4.1 Inverter output current shown in the keypad (TP-G1-ELS)

If the lift is correctly balanced (correct counterweight for lift weight) current must be approximately same moving cabin in up and down direction The motor needs same current to move the load in up and down directions If the current is not the same we can have two situations:

- Iout UP DIRECTION < Iout DOWN DIRECTION

Motor needs more current to move the counterweight than the cabin It means that the

counterweight is too heavy Remove some weight from the counterweight and test again

- Iout UP DIRECTION > Iout DOWN DIRECTION

Motor needs more current to move the cabin than the counterweight It means that the cabin is too heavy Add some weight to the counterweight and test again

5 Recommended inverters setting

It is not easy to recommend a complete inverter setting because a lot of parameters depend on the

installation, motor and lift controller In the following table we try to summarize minimum parameters

which have to be set on the inverter in order to obtain quickly a good behavior

For speed, ramps and S-curves parameters please refer to FRENIC-Lift starting guide; the parameters values depend on the controller signals and the lift installation Normally the inverter default setting for ramps and S-curve are correct values To achieve a stopping non dependant on the load a short ramp from creep speed to stop is advisable

6 Quick guide to solve problems

This chapter is made in order to give some clues to solve typical problems when setting up an Open Loop induction motor lift with FRENIC-Lift inverter

The typical problems have been divided in three different zones: starting, travel and stopping

Figure 6.1 Lift typical profile

P01 Number of motor poles Motor name plate (poles)

P03 Motor rated current Motor name plate (A)

P06 Motor no-load current Calculated by Auto tuning mode 3

F20 DC braking starting speed 0.20 Hz

F24 Starting speed holding time 0.50 s

F42 Control mode 2: Torque vector control for induction motors

L83 Brake control OFF delay time 0.00 s (in case that inverter control the brake)